The twelve provinces and seven special administrative areas have organised their joined earmarked funds (GDU) in widely different ways. Eleven of these nineteen authorities use GDU to a greater or lesser extent to flesh out the directing role allocated to them for local traffic policies. This steering in most cases also involves a certain degree of promotion of bicycle projects. It does not appear likely that these eleven authorities will dramatically adapt their procedures once the (enlarged) GDU-plus has been introduced - originally foreseen for January 1, 2003 but for the time being stalled in parliament. Six GDU-procedures may be described as policy-poor, but this is not yet disadvantageous for local authorities’ investments in bicycle traffic projects. In just two cases the dreaded trend towards ‘Grand Projects’ can be discerned, by using GDU as their own contribution in MIT-projects.